Ignition control device



Nov. 2, 1937. 3 L s 2,097,842

IGNITION CONTROL DEVICE Filed March 29, 1935 Patented Nov. 2, 1937 UNITED STATES 2,097,842 IGNITION CONTROL DEVICE Bernard c. Phillips, Detroit, Mich., assignor, by mesne assignments, to The Mallory Research Company, Detroit, Mich,

Michigan a corporation of Application March'29, 1935, Serial No. 13,731

Claims.

This invention relates to an ignition control device in which the strength of the primary current is modified by the operation of a vacuum switch under the influence of the engine suc- 5 tion. In the present construction, the opening and closing of the vacuum switch also varies the timing of the ignition.

The chief objects of the invention are to advance the timing when the engine is operating with a light load, to retard the timing when the engine is idling, to conserve current under light loads, to produce a hot spark under heavy loads or when starting, to reduce contact point wear by distributing it between two sets of contacts, each of which acts at difierent times as a circuit breaker, and withal to provide a simple device of the character described which has a minimum number of moving parts.

The construction of the invention and the advantages thereof will be more particularly explained in connection with the accompanying drawing, which shows a wiring diagram in connection with a plan view of the timer and a central vertical section through the fuel intake passageway.

As shown in the drawing, the timer comprises a circuit breaker cam l, adapted to rotate in the direction indicated by the arrow, and circuit breaker arms 2 and 3 mounted on pivot pins l and 5 respectively. Springs 6 and 1 hold the re p ve contacts 8 and 9 closed except when they are opened by the engagement of the cam l with the respective arms 2 and 3. The primary circuit is from the battery I 9 through the ignition switch ll, coil l2 and line l3, one branch leading through the spring 6 and contacts'8 to the post I4 which is permanently grounded, the other branch leading through the spring 1 and contacts 9 to an insulated post l5 which, under certain 40 operating conditions hereinafter explained, is grounded through a wire l6 and vacuum switch IT.

The intake passage Way It has a throttle valve I9, adjacent to which is a port 28 leading into a chamber 2|. The vacuum switch I1 is carried by a diaphragm 22 and a coil spring 23 within the chamber 2| tends to close the switch, but when the throttle valve is partially open and the engine operating at sufficient speed, the suction 50 created thereby will overcome the pressure of the spring 23 and open the switch l1.

When the switch I! is closed, the post 15 is grounded through the spring 23 and the plug 24 within, which the spring is mounted. It will be noted that the contacts 9 open about later than the contacts 8, but this differential may be varied by loosening the screws 25 and adjusting the plate 26, on which the pivot pin 5 is carried.

When the switch I1 is open, the circuit is broken and the spark occurs when the contacts 8 open, but when the switch I1 is closed, the spark is delayed until the circuit is broken by the opening of the contacts 9.

From the foregoing description, it will be understood that when the engine is idling, the throttle valve i9 will out 01f the port 20 from the engine suction and the switch I! will be closed, so that the spark will be delayed until the contacts 9 open. When the throttle is partially open and the engine is operating at comparatively high speed under a light load, the suction from the engine will open the switch I! and the spark will be immediately advance-d to occur when the contacts 8 open Then too, less current is consumed, because the switch is open and no current flows through the contacts 9 when they are closed. But in starting, or when the engine is operating under a heavy load with the throttle open, there is not sufficient suction to open the switch H, the spark is delayed until the contacts 9 open and there is a hotter spark because there has been more current flow through the coil. Also it will be noted that in the normal operation of the engine under the usual service conditions, the contact point spark wear is divided between the contacts 8 and the contacts 9. All of the foregoing advantages are obtained by use of the vacuum valve actuated by engine suction controlled by the throttle valve.

While I have shown and described only one specific embodiment of the invention, it will be seen that the same may be considerably modified without departing from the essential principles of the invention as claimed,

I claim:

1. The combination with an ignition circuit for an internal combustion engine, of means re- P iVe to a predetermined increase in the vacllum of the engine intake to reduce the strength of the current in said circuit, and an engine throttle operable to nullify the influence of the 4 vacuum on the current strength whenever said throttle is in position for idling.

2. The combination with an ignition circuit for an internal combustion engine, of means responsive to a predetermined increase in the vacuum of the engine intake to reduce the strength of the current in said circuit and at the same time to advance the timing, and an engine throttle operable to render the vacuum responsive means inoperable whenever said throttle is in position for idling.

3. The combination with an ignition circuit for an internal combustion engine, of means controlled by engine suction to advance the timing when the engine is operating at considerable speed under a light load and at the same time to reduce current consumption in the ignition circuit, and an engine throttle operable when in position for idling to cut off the suction control of the timing.

4. In an ignition system, a primary circuit having two branches, a circuit breaker in each branch having a movable contact and a relatively stationary contact, the stationary contact of one circuit breaker being permanently grounded, the stationary contact of the other circuit breaker being insulated, a switch normally connearing the insulated contact to ground but adapted to be opened by engine suction, and an engine throttle arranged so as to cut off the suction from said switch whenever said throttle is closed.

5. In an ignition system, a primary circuit having two branches, a circuit breaker in each branch having a movable contact and a relatively stationary contact, one circuit breaker being set to open ahead of the other, the stationary contact of the first opening circuit breaker being permanently grounded, the stationary contact of the last openingcircuit breaker being insulated, a switch normally connecting the insulated contact to ground but adapted to be opened by engine suction, thereby immediately advancing the timing, and an engine throttle arranged so as to cut off suction from said switch Whenever said throttle is closed,

BERNARD C. PHILLIPS. 

